Auxiliary-pressure-control valve.



,ga G. NEAL. A AUXILIABY PRESSURE CONTROL VAVE.

APPLICATION FILED JULY 29, 1913.

Panentedimar. 31, 1914 vnot apt. to

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Ann Ami CALIFORN ist.'

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CALIFORNIA, ASSIGNOR TO CALIFORNIA VALVE A CORPORATIVON F itiixiiAii-iiiiissuun-CONTROL VALVE.

Loin ,von

lSireeiieati'n of ietters Patent.

Application ined .nay 2a, ii. S'riai No. 781,834.

. the following a specification.

In the. operation of railway braking systems now in general-use, no provision is made. to safeguard against over-charging the auxiliary reservoirs when the auxiliary p'ressure is renewed after there has been an aplilication of the brakes. That. is to say, al though the auxiliary reservoir pressure is he. over-charged in the original charging of the train pipe and auxiliary reservoirs, nevfn'theless, after there has been an application of the brakes and it is desired to again charge the train pipe through the. engineer-s brake valve, this second or subsequent charging of the train pipe not infrequently results in over-charging the same, thereby bringing the pressure of the train pipe up so 'tar above. the pressure which the feed valve. ou the engine is set to maintain in the train pipe and auxiliary reservoir that leakage. from the train pipe down to said set pressure, while the auxiliary reservoir still remains above. said set. pressure, will cause the triple valves to make an undesired service application of the brakes.

t is to be understood that this newly invented pressure control valve is to be aS- seinbled in combination with a triple valve constructed according to the principle of the. triple. valve described and claimed in my Patent No. 1,078,303, issued November 11, 1913. ln order to adapt the triple valve of said patent to` cooperate with the pressure control valve hereinafter described, it isnot necessary to modify the construction of said triple valve but only to dispense with the eharging'valve ofthe saine as will herein after more fully appear.

Referring to the accompanying' drawings which illustrate the invention: lilfgure 1 is a vertical mid-section of this pressure con trol valve, the line' of' section extending lengthwise through the breite eylin ier pas-3 sage. Fig. 2 is a diagrafnv of the braking. elements or s single ear showing the relation 4153' of the' diaphragm of the present.'invention thereto. a. vertical inid-section'on line .ry-.r3 of Fig. 1. Figa it is a perspective view of one of the valve operating,` elements. view repeating with slight change the fifth view of my above mentioned patent. View shows the part of 'said triple valve which is modified in order to adapt the same to cooperate with the present invention.

Referring to Fig. 2 of the drawings, this auxiliarypressure control valve is desig* nated in the diagram by the numeral 1, being,Y connected with the auxiliary reservoir Q by means of the feed pipe 3, and being tatented Mar. 31, 19M.

Fig. 3 is Fig. 5 is a r)This connected with the brake cylinder 4t, by the.

pipe 5. 6 designates the triple valve, 7 the train pipe and .S a branch pipe connecting the control valve 1 with train pipe T. y

Within a casing consistingr of the upper cap 11 and lower cap 12 is a movable abutment. 13, preferably constructed as a diaphragm device having` a lower supporting plate or follower l-t, with an upward tubular extension 15, upon which is screwed the tollower plate 1G, the diaphragm proper 1T being clamped between said plates 14 and 1G. As shown in Fig. 1 the tubular extension 15 projects up considerably above the top of the diaphragm device or abutment 1S and is sur-- rounded by an extension 18 with which the cap 1 is provided. A bushing.; er hearing,`

sleeve'19 is interposed between the cap `tension 18 and said tubular extension l,

Tn order to operate certain valves which will hereinafter be described, there' is provided a valve operating device designated in a general Way by the numeral 21. Said valve operating device is shown in detail in F ig. 4, comprising a rectangular yoke or link'Ql, having a recess or slot 24 eut into the side of thev lower end thereof and an upwardly extending operating stein f2.5 projecting from tite upper end thereof. Said stein 25, extends `up through the extension device alreadydescribed and projects slightly thereabove. A.' stop nut 26 is screwed onto the upper end of stem 25, said stop nut being seeuredntin place by lock. nut`27. Around the' bearing sleeve 19 isl provided an annular space Within which is seated a compression spring 28,

which bears against the lower side of stop nut 26. At their upper end the parts just described are protected by ahousing or air .5 tight cap l29. The diaphragm extension is pro-vided with ports 31 which open into the auxiliary reservoir chamber '32 above diaphragm li".

At the lower end of stem is a valve 33 o which, when open, allowsair to pass from the chamber 34 through a slight clearance around the stem 25 and out said ports 31 intothe auxiliary reservoir chamber and .thence by 'way of the auxiliary passage 35 and auxiliary feed pipe 3 'to the auxiliary reservoir 2 as shown in Figs. 2 and 3.

Into the chamber 34 there projects from the side of the casing 'a combination conduit and valve supporting arm 4l, the brake cylinder passage 42 thereol` leading to a valve chamber 43 having an open lower end upon which is seated a release valve 44. The release valve 44 has at its upper end a wingedv portion 45 within the valve chamber 43 and at its lower end is provided with a neck 46 terminating in a head 4'. Slot 24 .of yoke 22 already referred to, engages said neck 46 to operate the valve 44 as will be later described.

At the lower end of the casing is a tubular extension 48 within which is screwed a tubular member 49 secured in place by a loch' nut 5l. Upon the upper end of 4tubular member 49 seats a train pipe valve 52 havric is new made to Fig. 5, which. is h.cticn of the .iifth gure of my vit ifor triple vulve hereinbefore rered to, except that the charging valvejs f dered inoperative. Referring to Figo, iu order to adapt the braking system shown 2, which embodies the triple chargiwn in. 5, to coperatie *ith the pressire control valve which forms subjgect ci this invention, the charging will be renderel inoperative by wn the nut (ii. i* the extenead feuer ing` a winged portion 53 moving within said inped between said caps ll and 12.`

meinte shows the valve 52 open, in'order to charge the auxiliary reservoir the train pipe pressure will be raised and will enter through the branch pipe 8 .beneath valve 52 passing by said valve and raising the pressure in the train pipe chamber 34 against the lower side of the diaphragm device 13- until said diaphragm device is lifted from the chargingvalve 33 whereupon the air will escape past said valve through the clearance around stem v25 and out the radial ports 3l, into the auxiliary reservoir chamber 32, whence it willv reach the auxiliary reservoir 2 through passage 35 and pipe 3. Air will thus continue to flow intox the auxiliaryT reservoir until the pressure therein 'and in the auxiliary reservoir chamber 32 has reached an equality with the pressure in the train pipe chamber 34, completing the charging operation. In making a train pipe reduction the air pressure in'chamber 34 is reduced below that in the auxiliary chamber 32. Valve 52 being normally held away from its seat by spring will allow reduction of trainv pipe pressure to likewise reduce the pressure in train pipe chamber 34, with the result that the excess pressure remaining in chamber 32 above the diaphragm device 13 will cause the diaphragm device to descend, first closing charoing valve 33, and then opening valve 44. ontinued downward movement -to the diaphragm device will cause the head 47 of valve 44 to force the lower valve 52 firmly to its seat. During this operation the opening of valve 44 releases the pressure in train pipe chamber 34v into the brake cylinder. T he result is that the pressure in the chamber 34 is put into direct communication with the brake cylinder and the brake cyliuder pressure which results from this operation is registered within the chamber 34. Owing to the fact that the brake cylinder pressure during service applications at no time exceeds the 'pressure in the auxiliary reservoir, there will at no time be sufficient pressure under the diaphragm device 13 to disturb the firm seating of the lower valve 52. The step the operation which will next be described brings out the maineature of the invention lwhich is to lguard against 'ovcr-charging` of the auxiliary reservoir after a service application of the brakes. To effect a release -of the brakes the train pipe pressure ner to or above an equality with the pres sure in the auxiliary reservoir. A complete release of the brake cylinder'pressure and a cm'respondinfrrelease of pressure within the main chamber 34 will then tale place. The result will be that owing to there being no pr sure beneath the diaphragm device 13 but undisturbed auxiliary reservoir pressure above said. diaphragm device, 'the valve .'52

raised in the usual man4 will not be disturbed-by the train pipe pressuretherebcncatln but will keep the train pipe pressure out of the chamber 3L I t will not be possible to again chargey the auxiliary reservoir until after what I term a service emergency l or else a quick emergency application of the brakes has` taken place. By this I mean such anoperation oit' the triple valve as will cause an equality of pressure between the brake cylinder and auxiliary reservoir, thus causing an equality ot' pressure above and below the diaphragni device 13,' This condition will permit spring 2S to ra` "e the valve stem 25 together with the yoke 22 thus` raising and closing valve el, thus withdrawing the valve head 1'? from engagement with valve 52. Valve 52 will, however, remain seated as long as thetrain pipe pressure is below that in the brake cylinder. This condition will prevent brake cylinder pressure escapmg back into the train pipe. It' now the train pipe pressure be raised above the brake cylinder pressure the valve 52 will be raised and train pipe pressure admitted to chamber 34. Train pipe pressure is admitted to chamber 34 above the auxiliary reservoir pressure in chamber 32 which will' result in repeating the charging of the auxiliary reservoir as stated atv the beginning` of the description of the operation.4

I claim:

.1. In combination with the train pipe, brake cylinder, auxiliary reservoir and triple valve; a pressure control device comprising a casing, a movable abutment dividing said casing into two chambers, one of said chambers being in communication with the auxiliary reservoir,.the other of said chambers being an operating chamber, there being` a passage' extending through said abutment to alford' communication between said auxiliary reservoir chamber and said operating chamber, a'valve to control said passage," said valve being operated by the movements of said abutment, a valve to control communication between said operating chamber and the brake cylinder, and another valve to control communication between said operating chamber and the train pipe, the move-- ment of said abutment toward said operating chamber i'irst closing said valve for controlling the auxiliary reservoir .air .and then upon further movement closing the valve which admits air from train pipe to the operatin chamber.

2. In com inationvwith the train pipe, brake cylinder,4 auxiliary reservoir, and triple valve; a pressure control device comprising a casing-a movable abutment dividlngl said casin into two chambersone of sind chambers eing in communication with the auxiliary reservoir and the `other ofsaid y chambers being ladapted yto communicate with the train pipe and brake cylinder, an auxiliary reservoir valve to control communication between said operating chamber and said auxiliary reservoir chamber, another valve to control communication between said operating chamber and the brake cylinder, valve operating means operatively connected with said abutment to control said valves, said valve operating means maintaining the auxiliary reservoir valve closed whenever the other valve is open, and a valve to control admission of air from the train p-ipe to said operating chamber. p

In the braking apparatus, a brake cylinder, a tain pipe, an auxiliary reservoir, a

triple valve,`an auxiliary pressure control valve, means to place said control valve into communication withl the auxiliary reservoir. brake cylinder and train pipe, said auxiliary pressure control valve comprising a valve construction to cut oli all communication between said train pipe and auxiliary reservoir as long as said auxiliary reservoir pressureis undisturbed, during all service' 'until the auxiliary reservoir pressure and train pipe pressure are equalized, after which equalization said valve is permitted to open.

5. In braking apparatus; a brake cylinder; a train pipe; an auxiliary reservoir; a triple valve; and an auxiliary pressure control valve comprising a casing, a movable abutment dividing said casing into an operating chamber and an auxiliary reservoir chamber, means within said control Valve to open communication between said operating chamber and the train pipe, and means to automatically admit air from the operating chamber to the auxiliary reservoir 'While such communication exists.

6. In a braking apparatus, a brake cylinder, a train pipe, an auxiliary reservoir, a triple valve, a valve to charge the auxiliary reservoir from `the train pipe, and means to automatically close said charging valve to prevent train pipe pressure from entering `VVthe auxiliary reservoir after a service application has vbeen made and during all brake releasing operations `until the auxiliary reservoir pressure and the train pipe pressurehave equalized.

7 In a braking apparatus, a brake cylin- `der, a train pipe, an auxiliary reservoir, a

triple valve, a valve to charge the auxiliary reservoir from the train pipe, and means equalized. f

.gz v 1,091,754

to automatically close said charging Valve seribing witnesses at Los Angeles, in the and' maintain elle -same closed 'during all county of Los Angeles and State of Galifor l0 service applieatlionsh and blrake releasing nia, this 24th day of July, 1913.

operations unti t e auxi iary reservoir pressure and the jtrain pipepressure have SPENCER G' NEA In testimony :whereof I have hereunto GUY C.'P1ERCE,

signedmy heme n the presence of two subv ALBERT H. ILERRILI). 

